JPH02253032A - Differential gear - Google Patents

Abstract

PURPOSE:To perform the appropriate control of fastening force by disposing a sensor for detecting the displacement of an operating arm between the operat ing arm and a detecting arm fired on the operating arm, thus detecting the deflection quantity of the operating arm without being influenced by the abra sion and the like of a member. CONSTITUTION:At a fulcrum shaft 55, a detecting arm 63 is integrally supported at an operating arm 53, and a sensor 65 for detecting the deflection quantity of the operating arm 53 is fitted at the detecting arm 63. As the sensor 65 is not actuated until load is applied to the operating arm 53, the relation be tween the deflection quantity of the operating arm 53 and the fastening force of a clutch is always constant. When the operating arm 53 is pulled by a fasten ing means 59, a fork 57 presses a multiple disc clutch 39 to be fastened, and when the operating arm 53 is pulled back, the fastening force is reduced, and the multiple disc clutch 39 is thereby released. A controller 69 recognizes the fastening force according to the deflection quantity of the operating arm from the signal of the sensor 65 and controls the fastening means 59 accordingly. The multiple disc clutch 39 is thus fastened always with the specified fastening force.

Description

DETAILED DESCRIPTION OF THE INVENTION [Object of the Invention] (Field of Industrial Application) The present invention relates to a differential device used in a vehicle or the like.

(Prior Art) A differential limiting device is described in Japanese Unexamined Patent Publication No. 61-67629. In this device, the friction clutch that limits the differential is engaged by a hydraulic actuator, and its engagement force is controlled by detecting the pressure in the oil passage. Therefore, if a failure occurs in the hydraulic actuator, proper control cannot be performed. Therefore, a differential device, as shown in FIG. 4, has been proposed that limits differential movement without using hydraulic pressure. This device is connected to the operating arm 1 by means of a fastening means 101.
03, the multi-disc clutch 111 is engaged via a pressing system consisting of a pressing ring 105, a bushing rod 109, etc., and a sensor 115 disposed between the operating arm 103 and the differential carrier 113 causes the operating arm 10
The controller 117 detects the amount of deflection of the fastener 101 and controls the output of the fastening means 101 to control the fastening force. Also, in order to eliminate errors due to play, the position of the operating arm 103 when the multi-disc clutch 111 starts to be pressed is set to zero tightening force (graph 119 in FIG. 5).
) The initial settings of the controller 117 are performed in advance.

In this way, since the sensor 115 is placed between the operating knob 103 and the differential carrier 113 on the fixed side, when the multi-disc clutch 111 and various parts of the suppression system wear out, the settings will shift as shown in the graph 121 in Figure 5. An error 123 occurs. Therefore, the fastening force cannot be properly controlled unless the setting is repeated frequently.

(Problems to be Solved by the Invention) Therefore, an object of the present invention is to provide a differential device that can appropriately control a differential limiting saw without setting deviation.

[Structure of the Invention] (Means for Solving the Problems) The differential device of the present invention includes a differential case that rotates by inputting j~rw, a pinion shaft supported by the differential case, and a pinion shaft rotatably supported by the pinion shaft. A pinion gear V, a pair of side gears meshing with the gear, a friction clutch for limiting differential, a fastening means for generating the fastening force of the friction clutch, and a shaft arranged so as to be swingable are fastened together. An operating arm connected to the means side and transmitting the fastening force from the thin end to the friction clutch side, a detection arm fixed to the operating arm, and a sensor attached to these arms to detect the amount of deflection of the operating arm. , and a control for controlling the engagement force of the friction clutch via the engagement means based on a signal from the sensor.

(Function) Rotation of the differential case is differentially distributed to each side gear via the binion shirts 1 to 1 and the pion gears.

Control]-Ra engages the friction clutch via the engagement means based on sensor No. 15 to limit the differential function.

Since the operating arm and the detection arm do not undergo relative displacement until the friction clutch is engaged and the operating arm is deflected, the sensor generates a signal corresponding to the actual engagement force. Therefore, it is freed from the influence of wear of members, etc., and the fastening force can always be properly controlled.

(Example) An example will be described with reference to FIGS. 1 to 3. The left-right direction corresponds to the left-right direction in FIGS. 1 and 3, and the upper part in FIG. 1 corresponds to the front of the vehicle in FIG. 3 (the upper part in FIG. 3).

The device d of this embodiment is used in the power system of the vehicle shown in FIG.
This power system consists of an engine 1.1 Heran transmission 3, a rear model Il! 111, left and right rear wheels 13, left and right front wheels 15, etc.

First, an example will be explained.

The differential case 17 is rotatably supported by the differential carrier l-23 by bearings 19.21.

A ring gear 1725 is fixed to the differential case 17, and this ring gear 725 meshes with a drive pinion gear on the propeller shaft 7 side. In this way, fifth case 1
7 is rotationally driven by the driving force of the engine 1.

Binion shirts 1 to 29 are supported on the inner peripheral side of the differential case 17, and pinion shirts 1 to 29 are supported by pinion shirts 173.
1 is rotatably supported. A pair of side gears 33 and 35 arranged coaxially with the differential case 17 are engaged with the pinion gear 731 from the left and right sides. side gear 3
3.35 is provided with a lζth spline portion 37 that connects with the left and right rear axles 11.

A plurality of clutch plates arranged at the intersection H are individually engaged with the differential case 17 and the multi-disc clutch F33.
9. When the multi-plate clutch 39 is engaged,
The differential movement between the differential case 17 and the side gear 33, that is, between the left and right side gears 33, 35 is limited.

The bush 41 is arranged so as to be able to freely slide on the differential case 17 and to press the multi-disc clutch 39 between a pressing member 43 disposed on the side of the differential case 17. Further, a first pressing ring 45 is disposed on the outer periphery of the right end side of the differential case 17 so as to be movable in the axial direction, and a needle bearing 47. A second pressing ring 551 is rotatably and axially movably arranged via the pin I-9, thus forming a transmission system for the fastening horn.

The operating arm 53 is swingably supported on a fulcrum shaft 55 provided on the -j flap rear 23. An A-ri 57 formed at its end abuts on the second pressing ring 51. The other end is connected to IIqI 161 of the first stage 59 of fastening. A detection arm \63 is integrally supported on the operation arm 53 at the fulcrum ll1ll155,
A position meter 65 (sensor) that detects the displacement W with respect to the operating arm 53, that is, the amount of deflection of the operating arm 53, is attached to this detection arm 63.In this way, the sensor is installed between the arm and the fixed side. Unlike the conventional example in which the operating arm 53 is placed under a load, it will become loose:
Since the 1 meter meter 65 does not operate, it is not affected by wear of members when detecting the deflection of the operating arm 53. Therefore, as shown in the graph 67 of FIG.
3, the relationship between the amount of deflection and the fastening force is always constant.

The fastening means 59 includes a motor, a speed reducer, and a gear mechanism that converts the rotation in the direction of the shaft 61, and applies a fastening force to the operating arm 53. That is, when the operating arm 53 is pulled, the fork 57 presses and fastens the C multi-plate comb 39 via the transmission system. Further, if the operating arm 53 is pushed back, the fastening force is reduced and the multi-disc clutch 39 is released.

The controller 6 recognizes the fastening force from the signal from the position meter 65 in accordance with the deflection of the operating arm 53. or,
The controller 69 adjusts the output of the motor of the fastening means 59 so that an appropriate differential limiting force can be obtained depending on steering conditions, road surface conditions, or the number of differential rotations between the left and right rear wheels 13. Controls the direction of rotation. As described above, since the correct deflection signal is input from the position meter 65, the multi-disc clutch 39 is always engaged with a predetermined engagement force. ] nt D-ra 6
9 and the motor or position metallo 5 of the fastening means 59
It is electrically connected to -C via a slip ring or the like.

Next, compensation will be explained using the vehicle shown in FIG. 3 as an example.

When the differential gear 17 rotates due to the driving force from the carrot 1, this rotation is transmitted to the left and right gears A733°35 via the pinion gears 1j71-29 and the pinion gears 31.
The left and right rear wheels 13 are differentially distributed to drive the left and right rear wheels 13.

When the multi-plate gangway 39 is fastened, the differential between the differential case 17 and the left side gear 33, that is, the left and right 1-noid gear 3
3.35 differential is limited. Furthermore, when the multi-plate clutch 39 is released, the differential movement between the side gears 33 and 35 becomes free.

When one of the rear wheels 13 slips on a rough road, etc., the multi-disc clutch 39 is engaged with the necessary strength in response to commands from the controller 1 to the roller 69. Due to the differential limiting ability of the rear differential 9, the drive horn of the engine 1 is not concentrated only on the rear wheel 13 on the slip side, but is also transmitted to the other rear wheel 13, so the vehicle does not get stuck and runs smoothly. You can maintain smooth driving and escape from bad roads. In this way, running performance is improved.

For example, if the multi-disc clutch 39 is engaged at =8 while driving on rough terrain, when the vehicle body attempts to turn due to external disturbances, the differential limiting ability of the V-differential 9 will cause the rear wheels 13 on the outer wheels to
The rotation of the inner wheel 13 is suppressed, and the rotation of the inner rear wheel 13 is promoted by the preceding rotation of the outer wheel, thereby generating a moment that attempts to return the vehicle body to its original position. This C1 has better straight-line stability.
d.

When the three multi-disc clutches are released, the differential between the rear wheels 13 becomes free, allowing the vehicle to turn smoothly, and stick slip between the rear wheels 13 and the road surface or between the multi-disc clutch 39 occurs during the turn. do not.

[Effects of the Invention] As described above, in the differential device of the present invention, the sensor for detecting the displacement of the operating arm is placed on the operating arm, instead of being placed between the operating arm and the fixed side as in the conventional example. The amount of deflection of the operating arm can be detected from a saw placed between the fixed detection arms without being affected by wear of the members. Therefore, it is possible to appropriately control the fastening force.

[Brief explanation of drawings]

Fig. 1 is a cross-sectional view of J, showing one embodiment together with peripheral members;
The figure is a graph showing the relationship between the detected maximum deflection of the operating arm and the fastening force in this embodiment, Figure 3 is a skeleton mechanism diagram of the power system of a vehicle using this embodiment, and Figure 4 is a conventional example. FIG. 5 is a graph showing the relationship between the detected deflection speed and the fastening force in this conventional example. 17...Differential case 29...Binion gear 17
71-31...Pinion gear 33.35...Side gear 39...Multi-plate clutch (friction clutch) 59
... Fastening means 53 ... Operation arm 63 ...
・Detection arm 65...Position meter (sensor) 69...=1
controller agent Patent attorney Hidekazu Miyoshi 17...Diff casing 29...Pion shaft 31...Pinion gear 33°35...Side gear 39...Multi-disc clutch (friction clutch) 65...Position meta (sensor) ) 69...control

Claims (1)

[Claims] A differential case that rotates when torque is input, a pinion shaft that rotates integrally with the differential case, a pinion gear that is rotatably supported by the pinion shaft, a pair of side gears that mesh with the pinion gear, and a friction clutch that limits differential movement. a fastening means that generates the fastening force of the friction clutch; an operating arm that connects one swingably disposed end to the fastening means and transmits the fastening force from the other end to the friction clutch; and a fastening means that is fixed to the operating arm. a detection arm, a sensor attached to one of these arms to detect the amount of deflection of the operating arm, and a control that controls the engagement force of the friction clutch via the engagement means based on a signal from the sensor. A distinctive differential device.